Electric brake mechanism for cars, elevators, cranes, and other purposes.



No. 891,632. PATENTED JUNE 23, 1908.

M. E. NEENAN. ELECTRIC BRAKE MECHANISM FOR OARS, ELEVATORS, ORANES, ANDOTHER PURPOSES. I APPLIOATIOE FILED MAR. 22, 1905. 4 SHEETS SHEET l.

No. 891,632. PATENTED JUNE 23, 1908.

- M. E. NEBNAN.

ELECTRIC BRAKE MECHANISM FOR CARS, ELEVATORS, CRANES, AND OTHERPURPOSES.

APPLICATION FILED MAR. 22, 1905.

4 SHEETS-SHEET 2.

Wtlmeooeo mum 6 No. 891,632. PATENTED JUNE 23, 1908. M. E. NBENAN.

ELECTRIC BRAKE MECHANISM FOR CARS, ELEVATORS, GRANES, AND OTHERPURPOSES.

APPLICATION FILED MAR. 22, 1905.

4 SHEETSSHEET 3.

mtbu-caaeo 51400141306 1 Q V Z @513 afiozneqd PATEfiTED JUNE 23, 1908.

No. 891,632. M. E. NEENAN. ELECTRIC BRAKE MECHANISM FOR CARS ELEVATORS,CRANES, AND OTHER.

PURPOSES. APPLICATION FILED MAR. 22, 1905.

4 SHEETS-SHEET 4.

aHozum UNITED STATES PATENT OFFICE.

MICHAEL E. NEENAN,OF NEW YORK, N. Y., ASSIGNOR TO" OTIS ELEVATORCOMPANY, OF JERSEY CITY, NEW JERSEY, A CORPORATION OF NEW JERSEY.

ELECTRIC BRAKE MECHANISM FOR CARS, ELEVATORS, CRANES, AND OTHERPURPOSES.

Specification of Letters Patent.

Patent ed June 23, 1908.

Application filed March 22, 1905. Serial no." 251,517.

To all whom it may concern:

Be it known that 1, MICHAEL E. NEENAN, a citizen of the United States,and resident of the borough of Manhattan, in the city and State of N ew'York, have invented certain new and useful Im rovements in Elec tricBrake Mechanism or Cars, Elevators, Cranes, and other Purposes, of whichthe following is a specification.

My invention consists primarily in combining with a brake-mechanism inwhich the brakes are released or retracted by an elec: tro-magnetic ormotor appliance, a supplementary electro-magnet or motor mechanismadapted and employed to apply pressure to the brakes and preferablyoperating in conjunction with the brake pressure springs or equivalentpressure means in opposition to which the brake retracting magnet ormagnets or motor work. "In operation the brakesprings seat the shoes onthe brake-wheel in customary manner and the supplementary magnet ormotor then serves to apply any additional pressure which may berequired.

My invention further consists in means by which the brake releasingmechanism, when permitted to work in overcoming the pressure of thebrake a plying springs, automatically throws out of action the fulcrumof the electric magnet brake applying lever, thereby removing theresistance which the quick movement of the magnet-core connected withsaid lever would otherwise offer to the retraction on the brakes. A veryimportant result is that the core of said magnet is always in its mosteiiective [and powerful position.

My invention further consists in means by which the effective force ofan electric brakeapplying mechanism is placed in control of an operatoron the car so that he may apply the brakes with greater or less ressureaccording to the load so as to avoid shock by too sudden stopping whenthe load is light and, on the other hand, prevent slipping of the brakeswhen the load is heavy.

My invention further consists in mounting a releasing magnet on abrake-shoe-lever, Working on afixed fulcrum, and connecting the core orcore-rod of said magnet with an opposed brake-shoe-lever as hereinafterdescribed. Also in a combination of levers and connections by which theretracting movement of the brake levers automatically 'ing magnet on oneof the brake-levers.

throws out of action the fulcrum of a lever through which the brakeapplying magnet operates in applying the brakes; with the re-.

part of this s ecification, Figure 1 is a front view of an e ectricbrake mechanism illustrating my invention, Fig. 1 is a detail view of amodification. Fig. 2 is a partial side view of the mechanism shown inFig. 1; on a smaller scale. Fig. 3 is a front view of an electric brakemechanism of more simple form, also embodying the invention. Fig. 3 is adetail side View of a fulcrum tripping device, shown in Fig. 3. Fig. 4is a plan view of the removable fulcrum mechanism shown in elevation inFigs. 3 and 3. Fig. 5 is a partial front view of an electric brakemechanism in still more simple form, illustrating another mode ofmounting a retr% ct- 1g. 6 is a diagrammatic side View (partly .insection) of the controlling ap aratus shown in front view in Fig. 8, andw iclr in ractice is carried on the car. Fig. 6 is a ont view of acontroller of modified form. Fig. 6 is a reverslble rotary motor isemployed in place of two magnets applying and retracting the brakes.Fig. 8 is a side view illustrating the same device a plied to a railwaycar brake. Fig. 9 is a si e elevation partly in section showing theinvention embodied in a car brake apparatus, in conjunction with atake-up device to compensate for wear of the brake-shoes. Fig. 10illustrates a modification of the take-up device. Fig. 11 illustratesanother form of take-u device. Fig. 12 is a diagram of a device. orauto.- matically closing the circuit of the brake-applying magnet in theevent of accident.

lieferrin to Fig. 1; -1, 1 represent a pair of brake shoes drawn bysprings 2, 2 into contact with opposite sides of the brake wheel 3; 4, 4are levers keyed respectively on one end of short fulcrum-shafts 5, 5(Fig. 2) turning in bearings 6 on the stationary frame. On the other endof each of the fulcrum-shafts' 5, 5 is keyed a downwardly projectinglever-arm -7, which arms are pivoted by their lower ends at 8, to thecentral part of the respective brake shoes 1. The combined parts 4, 5,7or 4*, 5*, 7 thus constitute a lever of the first order turning on 5thefulcrum 6, so that when the upper ends of the said levers are drawntogether their lower ends force apart the brake shoes 1, retracting themfrom the brake-wheel, in opposition to the tension of the springs 2.This 1 drawing together of the levers 4, 4 to retract the brakes iseflected by an electromagnet 9 mounted by trunnions 10 in a yoke formedin the lever 4,. and whose corearmature 11 is mounted on arod 12 ofbrass or other non-magnetic metal pivoted at 13 to the lever 4*.

. 14 represents an electro-magnet acting to apply additional andvariable brakepressure after the shoes have been seated on the brakewheel by the springs 2. For this purpose the'core rod 15 of saidbrakeapplying magnet 14 is pivoted to the lower end of a lever 16, fulcrumedby its up erend at 16 to the brake-shoe-lever 4, and pivoted at 17 25,to a jointed fulcrum bar 18, WlllCh is pivoted by its opposite end at 19tothe lever 4 and is constructed 'in its central part with a knucklejoint-20 so formed that when said bar 1 8is depressed to the straightposition i shown in Fig. 1, it presents a rigid fulcrumbearing for thelever 16 and when the jointed center of said bar 18 is raised, the'fulcrumv bearing is destroyed. A longitudinalslot in'the fulcrum-bar 18,in which the pivot 17 works, permits the independent flexing movement ofthe bar 18, w ile affording a firm'bearing for the fulcrum when said bar18 isstraight.

, ,The urpose of this mechanism is to auto- 40 matioafiy throw theleverage of the brake alpplying magnet' 14 out of action whenever,

e brake retracting magnet 9 is rendered active by the electric currentto withdraw the brake-shoes from the brake-wheel. To 5, this end thebrake lever 4 in which the magnet 9 is mounted is formed at its upperend with a rigid L-shaped extension 4 to the elbow of which the upperend of the brake applying lever 16 is fulcrumed at 16. A jointed rod 21ispivoted by its ends. at 22, 23 to the upper ends of the lever 4 andthe L-extension .4" of lever 4 res ectively and the centralj'oint' 24ofsaid rod is connected by alink 25'to the knuckle joint 20 :of thefulcrum-bar 18. The jointed rod 21 rests normally in the upwardly bentposition shown in Fig. 1, so that when the brake levers 4, 4 are drawn"together by the action of the brake retracting magnet 9, the firsteffect is to apply an inward thrust to the ends of the jointed and bentrod 21, thereby throwing up its center and by means of the link 25'drawin up the knuckle joint 20 of the" bar 18. T is o' eration andeffect will 5 be more apparent y considering the arc movement of thepivot 23 at the extremity of the lever 4 upon'its axis 5 and themovement thereby imparted to the attached end of the jointed rod 21. Thelever extension 4 and jointed rod 21 will be seen to constio tute atoggle-joint imparting a quick u ward thrust to the jointed center 24 oft e rod and throwing up the knuckle jointof the bar 18. This movement ofthe bar 18 is 1 permitted by the pivot and slot connection 17 andinstantly deprives the brake ap lying lever 16 of a fulcrum on which itmig t act to resist the a proach of the levers'4, 4 in retracting thebrake.

When the current is cut ofi from the brake retracting magnet 9 theaction of the springs 2 in a p ying the brakes instantly restores the fucrum bar 18 to its effective straight position in readiness for theaction of the rake applying magnet 14. -The' braking movement beingapplied to the shoe primarily by the springs 2, the core of the magnet14 is practlcally stationary and always in position of strongesteffectiveness; The office of this magnet is not to move the shoes intocontact with the brake wheel, but tov graduate the degree of ressure aplied to the brake-wheel by the s oes when 5163 are already in contacttherewith, There is, therefore, scarcely any movement of the core 5 ofthe-magnet 14 and no perceptible movement of the brake-shoes effected,thereby and hence the whole force of this magnet may be applied throu hthe very powerful leverage connections ilustrated in Fig. 1. For thesame reason nosudden jar occurs when the magnet 14 is broughtintoaction.

In the modification shown in Fig. 1 instead of the knuckle jointedfulcrum bar 18, rigid bar 18 is pivoted at 17 to the magnet lever 16 andformed at its other end witha notch 19 to engage a stud 19 on the lever4. A stud 25 on the link 25 engages beneath the fulcrum bar 18* so as tolift its free end clear of the stud 19 and thus deprive the magnet lever16 of its fulcrum as' already described with referenceito Fig. 1.

The magnet 9 being mounted by trunnions on one of the brake-levers, asdescribed and connected with the other pulls 5 them together with anequalized effect and the necessity for a bracing support for the magnetis dispensed with. f The core of the magnet 9 is relieved of friction byrollers 26 on which it rests at each end. When the magnet 9 has releasedthe brake in 0 position to the tensiqnof the springs 2, t e ma net-coreor armature'is in its most powerfu position. At this point the magnetdoes not require as much current as when it started to release thebrakes. In order, therefore, to reduce the current through the magnet inroportion to'the requirement that is to re uce the current-con sumptionto a minimum, a regulating device 133 is employed, which may consist, asshown in Fig. 3, of a vibrating lever 27 fulcrumed at 28 on the shell ofthe magnet, pivoted at 29 to the core and carrying at its free end oneof the conducting wires and traveling over a rheostat or resistance coil30, so as to cut in greater resistance as the core aproaches the innerlimit of its movement.

11 elevator service the conductingwires 41 of the brake-retractingmagnet 9 are connected in the usual manner to the driving power of theelevator (not shown) and to a controller 32- carried in the car, so thatwhen the power is cut off to stop the car, thebrake retracting magnet isalso cut out.

The wires 38 of the brake applying magnet 14 extend from the end thereofto the controller lever 32 and to a separate battery 33, which may becarried in the car. It is not necessary to have the battery 33 carriedby the car, but it should be used for the sole purpose of sup lyingcurrent to the magnet 14 because in t e event ofthe current from thebrake retracting battery failing there would otherwise be no current tosupply regulated supplemental pressure to the brake-shoes.

In elevator service the springs 2 should be just strong enough to stothe car without jar, with a light load, which is the customary way ofadjusting the springs in electric brakes now in use in elevators, andhence slip )ing commonly occurs with an increased load compelling theoperator to apply the brakes at a greater distance before the desiredstop is reached and causing very unsatisfactory results in high speedelevator service. The magnet 14 overcomes this difficulty and theoperation of the same is as follows: WVhen the current is shut off fromthe magnet 9, permitting the springs 2 to apply the brakes, the force ofthe said springs represents the primary braking force, which, if the caris lightly loaded will be sufficient; but if the car is heavily loadedthe operator can, as he sees fit, a ply the secondary force of themagnet 14, w rclYforce he-can graduate according to the weight of theload.

This graduation of force applied by the mag--.

net 14 is effected by a resistance coil 34 in the circuit 38in'connection with which the controller lever 32 operates.

The controller lever 32 is fulcrumed at 35 (Figs. 3 and 6) and jointedat 36 a short distance above its fulcrum to ermit a slight motion backand forth at rig t angles to its arc movement, and is normally held invertical position by springs 37. When the said lever is brought up tothe center of its arc movement, as shown in Fig. 3, to cut out thedriving power and. the retracting magnet 9, if the secondary force isnot needed a slight outward pressure on the said lever 32, '5. e., tothe left inFig. 6, will suffice to keep the circuit 38 of magnet 14open. If the secondary force is needed to a moderate extent, the leveris allowed to assume its normal vertical positionv in which it closesthe circuit, 38 through the resistance coil 34, as illustrated in Fig?6. If more force be required, the lever 32 is ressed inward, 71. e., tothe right of Fig. 6, t e effect of which is to cut out or short circuitthe resistance coil 34, causing the full current to pass through thecircuit 38 and magnet 14 and ap ly the maximum force to the brakes. Itwill thus be readily seen that these adjustments can be made to meet themaximum and minimum requirements of the brake service.

In railroad service the springs 2 need only apply sufficient force tobring the shoes in contact with the brake-wheel and cause thefulcrum-bar 18 to assume its fulcrum position. Then when the current isturned on through the magnet 14, the brakes are applied with anynecessary force.

In practice the strength of the releasing magnet 9 and its connectionsis, of course, adjusted relatively to that of the springs 2 and the saidsprings and magnet may be of any desired strength.

In order to equalize the action of the brake shoes 1 on the wheel 3, setscrews 39 are provided, tapped into stationary bearings on thestatlonary frame and limiting the outward movement of the respectiveends of the shoes.

The construction and operation of the structure shown in Fig. 3 issimilar in principle and effect to that shown in Fig. 1, but reversed inmechanical operation. In Fig. 3 the levers 4 and 4 fulcrumed at 6 applythe brake when drawn together by pressure of springs 2 bearing directlyagainst the lever 4 and through the rod on the lever 4. The magnet 9applies a thrust to the nonmagnetic core rod 12 to force the brakelevers apart and retract the brake shoes and in doing so strains theointed rod 21 toward a straight position applyingv an upward pull to thelink 25 which is formed with an upward end as shown in the detail viewFig. 3* adapted to engage with the underside of the knuckle jointedfulcrum bar 18 so as to trip the same and throw it up into ineffectiveosition. When not so tripped the bar 18* in the straight osition shownin Fig. 3, furnishes an effective fulcrum for the lever 16 of the brakea plying magnet 14 which 0 erates througl'l connections shown in detalin Fig. 4, to draw together the upper ends of the brake levers 4 and 4.These connections consist of a tension bar, 44 pivoted by one end at 45to the lever 4 and by the other end at 46 to the short upperend of thelever 16 and another tension bar 47 pivoted by one end at 48 to thefulcrum bar 18 and by the other end, at 49, to the lever 4. As

before, the lever 16 acts on the fulcrum-bar A so as to permit thetripping movement of the jointed bar 18.

F ig. 5 shows the brake levers 4, 4 each formed in one piece with therespective brake shoes, and an electro-m'agnet 9 pivoted on the lowerend of the lever 4 and connected by its core-rod with the lower end ofthe other lever 4 so as to retract, the brakes in opposition to thepressure of the brake-applying springs 2, the said levers being mountedon fixed fulcrums 5 intermediate of the ends.

In the modification shown in Fig. 7, a reversible rotary magnetoelectric motor 44 serves the several purposes of the magnet 9, holdingthe brakes in retracted position in opposition to the pressure of thesprings 2 and the magnet 14 for applying the supplementary brakepressure. The armature shaft of said motor 44 carries a pinion 45gearing with a pair of rack bars 46, each ivoted at one end to therespective brake lovers 4, 4 -and guided at its free end between Irollers 47. As in the other illustrations, the

spring 2 forces together the upper ends of the levers 4, 4 to seat thebrake-shoes 1 on the wheel 3 and the re ulated supplementary pressure isthen applied by closmg the circuit through the motor 44 in the properdirection. I

Fig. 8 shows the same device applied to an ordinary system ofcar-brake-levers 48 connected by fulcrum-rods 49. Figs. 7 and 8 alsoindicate the separate positive and negative wire connections for thearmature and the field. The ordinary power connections with thecontroller for running the car in either direction, at regulated speed,-are indicated in Figs. 6, 6 6", at 65 and 65*.

In Figs. 6 and 6*, I have shown diagrammatically and merely forillustration one manner of wiring, and controller connections, by whichthe reversible motor may be operated for retracting and applying thebrakes. i

66, 66 may indicate the positive and negative armature sup lyconnections.

When the contro ler lever is in central position and the power off, thebrake motor circuit is closed through the positive contacts 66, 67, or67, i. (2., either through the resistance 34 or by short circuit cuttingon the same, as already described, and negative contacts 68, 66 inproper direction to apply the brakes. When the controller lever 32 isdeflected to either side so as to run the car in either direction, thebrake motor circuit is automatically closed in the opposite directionfrom the positive contact 66 to 69 and from 69 to the negative contact66*.

Fig. 9 illustrates an embodiment of my invention in a car brakeapparatus provided with a ratchet take-up connection 51 between thefulcrum rods 52, 52 and the brake beam 53 on which the innerbrake-shoes1 are mounted, said ratchet connection serving also to disconnect thefulcrum rods from the brake beams and thus destroy or eliminate thefulcrum of the brake-applying magnet 14, by the first action of'themagnet 9 in releasing the brakes. To this end the adjacent ends of thefulcrum rods 52 52 are suspended by pendent rods 54 pivoted by their uper ends to the horizontal arm of a bell era 55,

'fulcrumed by its elbow on the truck-frame 56 and whose vertical arm ispivoted to the cell tral part of the pull rod 12 of the magnet 9. Bellcranks 57, 58 are also fulcrumed on the truck-frame 56 and are pivotedby their vertical arms respectively to the extremity of the pull rod 12and to the shell ofthe magnet 9. The horizontal arms of the bell cranks57, 58 are pivoted to vertical slides 59 pressed upward by the brakesprings 2 and connected by toggle links 60 to the respective members ofeach pair of brake-shoes 1, so as to draw the said shoes into contactwith the wheels 3 by the upward pressure of the springs 2. In, thisillustration the supplementary brake pressure is applied to the shoes bylevers 61, 62, ivoted respectivelyby their ufpper ends to t e free endsof the pull rod 15 o the magnet 14 and to the shell of said magnet.These levers are pivoted by their lower ends to the respective fulcrumrods 52, 52 and are pivoted intermediately to the outer brake-shoes 1.

In the device shown in Fig. 10 the same effect is produced by a ratchettooth dog 51 sliding in the brake beam 53 and engaging with the ratchetteeth 51 of the fulcrum rod 52. With this device the'reversed positionof the bell-crank 55 compared w1th that shown at 55 in Fig. 9 causes thebrake retracting pull of the magnet rod 12, by means of the connectinglink' 54 to raise the ratchet tooth dog 5 1 out of engagement with theteeth 51 of the fulcrum rod 52. In each case the setting of the brakesby the springs 2, when the electric circuit of the magnet 9 is broken,draws the brake beam over as many of the 'ratchet teeth as may benecessary to seat the shoes on the wheel and as the shoes are retractedto a uniform extent each time'by the magnet 9, the ratchet take-upautomatically compensates for the wear of the shoes.

Fig. 11 shows eccentric fulcrum connections 63 between the brake shoes1, fulcrumbar 52 and levers 61, 61 together with a connecting rod? 64between the levers 61 and 61.

The eccentric 63 at each movement of the levers in 9. pl ing the brakescompensate automatica y or the wear of the brake shoes I and limit tothe proper extent the retracting movement of the shoes.

In the event of accident, causing the se a ration of cars in a train,the device il us trated in Fig. 12 will cause theinstantaneous and'automatic application of the. brakes by the a ency of the magnet 14 andbattery 33 therefor carried on every car. This. safety devi'ce consistsof sliding sleeve 71, through which the power coupling cable 70 isintroduced into each car. The cable 70 may contain, in addition to thepower conductors, conducting wires for the brake retracting magnets 9,wires for heating, lighting or other purposes. The sliding sleeve 71 hasan arm 72 carrying a contact plate, which, when the sleeve is slidoutward by the pulling out of a cable 70 is brought in contact with asecond plate 74, so as to close the circuit 38 of the local battery 33and brake-applying magnet 14 independently of the controller, so that onemergency these magnets will automatically supplement the power of thebrake springs in applying the brakes on each car.

Having thus described my invention, the following is what I claim as newtherein and desire to secure by Letters Patent:

1. The combination of a brake-wheel, a brake-shoe, a spring seating thebrake-shoe on the brake-wheel, an electro-ma net, and means forcontrolling the same anr connections between said ma net and thebrakeshoe operating to appTy braking pressure when'the .shoe is seatedon the brake-wheel by its spring, substantially as set forth.

2. The combination of a brake-wheel, a brake-shoe, a spring seating theshoe on the wheel, an electro-magnetic ap aratus and suitableconnections retracting t e shoe from the brake-wheel in opposition tothe spring pressure and a supplementary electro-magnetic apparatus andsuitable connections applying additional pressure to the shoe whenseated on the brake-wheel, substantially as set forth.

3. The combination of a brake-wheel, a

pair of brake-shoes operating on opposite sides of said wheel, a air oflevers on fixed fulcrums on which evers the shoes are mounted, a s ringapplyin braking pressure to the said w eel through t e medium of saidlevers and shoes, and a retracting magnet mounted on one of said leversand connected with the o posite lever so as to'completely withdraw t eshoes from the wheel in o os1-' tion to" the spring pressure,substantiailfy as set forth,

4. The combination of a brake-wheel, a brake-shoe, a spring and suitableconnections applying braking pressure on the shoe, an electro-magnet andsuitable connections a plying additional pressure to the brakesl foewhen seated on the wheel, an electromagnet and suitable connectionsretracting the brake shoe in opposition to the spring pressure andseparate electric circuits controlling said brake applying and brakeretracting magnets, substantially as set forth.

5. The. combination of a brake-wheel, a brake-shoe, a spring andsuitable connections applying brake pressure to said shoe, a magnetretracting the shoe in opposition to the'pressure of the spring, asupplemental magnet applying additional pressure to the brake-shoe whenseated on the wheel, and a separate source of electricity for said brakeapplying magnet, substantially as set forth.

6. The combination of a brake-wheel, a brake-shoe and brake-shoe lever,a brake applying magnet, suitable mechanical connections between saidmagnet and brake-shoe lever for applying the braking'pressure, a brakeretracting magnet connected with the brake-shoe lever operating torelease the brake and a tripping device in the mechanical connectionsbetween the brake applying magnet and brake-shoe lever, actuated by thesaid lever and automatically throwing the brake ap lying mechanism outof action when the bra res are to be released, substantially as setforth. I

7. The combination of a brake-wheel, a brake-shoe and brake-shoe-lever,a brake applying magnet and lever actuated thereby, connected with thebrake-shoe-lever to apply the brake, a bar constituting a fulcrum onwhich said magnet lever operates, means for retracting thebrake-shoe-lever and a tripping connection actuated by the brake shoelever in its retracting 'movement tripping the fulcrum bar andautomatically disconnecting the brake applying ma net from thebrake-shoe lever, substantia ly as set forth.

8. The combination ofa brake-wheel, a pair of levers carryingbrake-shoes engaging with op osite surfaces of said wheel, means for appying brake ressure through the medium of said brake evers and a brakeretracting magnet mounted in oscillatory position on one of saidbrake-levers and having its core'connected to the other brake-lever soas to retract the brake by an e ualized movement, substantially as setfort 9. The combination of a brake-wheel, a pair of levers carryingbrake-shoes bearing against opposite sides of said wheel, a brakeapplying spring and tension rod mounted on said levers and forcin themtogether to apply the brakes and a rake retracting magnet and its corepivoted respectively to shorter arms of said levers beyond theirfulcrums so as to retract the brake-shoes from the wheel, substantiallyas set forth.

10. The combination of a brake-wheel, a brake-shoe, an electrol magnetand a spring with suitable connections applying brakm pressureto saidshoe, an electro-magnet an suitable connections operating to retract thebrake-shoe in opposition to said spring and a controlling device andelectric connections for actuating the brake applying and brakeretractin magnets respectively, substantially as escribed.

11. In an electric brake apparatus, the combination of a brake wheel, abrake-shoe adapted to apply pressure, thereto, a car, a source ofelectro-motive force external to the car and suitable electricconnections therethe brake wheel, elect-ro-magnetic means adapted toapply braking pressure when the shoe is seated on the brake wheel by itsspring, and also adapted to act in opposition to saidspring to releasethe brake shoe.

13. The combination of a brake wheel, a brake shoe, a lever'acting onsaid brake shoe, a spring acting through the medium of said lever andshoe to apply braking pressure to the wheel, an electro-magnet'and itscore mounted horizontally, one of which is connected to said lever andadapted-to retract the shoe. from the wheel in opposition to the springpressure and antifriction rollers for the core of said magnet,substantially as set forth.

14. The combination of a brake wheel, a pair of brake shoes operating onopposite sides of said wheel, a air of levers on fixed fulcrums, onwhich evers the shoes are mounted, a spring applying brake pressure tothe said wheel through the medium of said levers and shoes, and theretracting magnet mounted on said levers so as to withdraw the shoesfrom the wheel in opposition to spring pressure, substantiallyas setforth.

15. The combination of a brake wheel, a pair of levers carrying brake,shoes bearing against opposite sides of said wheel, a brake apply ngsprmg and tension rod mounted on said levers and forcmg them together toapply the brakes and a brake retracting magnet and itscore' mountedrespectively on shorter arms of said levers beyond their fulcrums so asto retract the brake shoes from the wheel, substantially as set forth.

16. The combination with a brake wheel,- a

I pair of levers on fixed fulcrums, brake shoes mounted on oppositesides of said wheel on said levers, a spring applying braking pressureto said shoes, a retracting magnet to act against said spring pressureand a stationary projection engaging each end of each shoe so as toadjust and limit the movement of said shoes from saidwheel,substantially as set forth.

17. In a brake apparatus, the combination of an electro-magnet havingasingle winding, a mechanism mechanically oper' ated by said magnet, anelectric circuit energizing said magnet, a raduated regulating means insaid circuit an a connection from a moving member of the magnet to thesaid regulating means whereby the relativemovement of the magnet membersgradually reduces the current through the magnet as the armatureapproaches its mosteffective tion, substantially as set forth.

18. The combination of a brake-wheel, a brake-shoe, automatic initialressure means and a releasing device there or seating the brake-shoe onsaid wheel, a motor and means for controlling the same, and a connectionbetween said motor and the brake-shoe operating to apply braking ressurewhen-the brake-shoe is seated on t e brake-wheel by the initial pressuremeans, substantially as set forth.

19. The combination of a lever, means to o erate the same, a mechanismin connection t erewith which the lever acts upon, and a fulcrumtripping means operating to trip the fulcrum of said lever,substantially as set forth.

20. The combination of a brake-wheel, a pair of brake-levers andbrake-shoesca'rried thereby operating on oppositesides of said wheel, as. ring, a pl mg pressure to the brake-whee throug the medium of saidlevers and shoes, and an electro-magnetic retracting device effectingthe complete withdrawal of the brakes, the said electro-magnetic devicewhich effects the complete withdrawal of the brakes bein mounted andsupported on the said brakeevers.

v 21. The combination of a brake-wheel, a pair of brake-shoes operatingon /0 posite sides of said wheel, a pair of levers of t e second' orderon which the brake-shoes are mounted, a support for the fulcrum-ends ofsaid levers, a spring a plying braking ressure to the brake-whee throughthemedium of said levers and shoes, a brake-retracting ma net mounted onthepower-end-of one of s'ai levers .and a thrust rod connecting saidmagnet with the power end of the other lever whereby the power-ends ofsaid levers arepushed a art-to retract the brakes, substantially asescribed.

The foregoing specification signed this 21st day of March 1905.

MICHAEL E. NEENAN. In presence of.-

W. P.'HAMMOND, S. J. HOEXTER.

